Adaptive velocity control system and method

ABSTRACT

Embodiments of the invention provide a braking safety system for controlling the velocity of a vehicle on an amusement attraction. The braking system includes a track assembly including a plurality of control surfaces configured to support and guide the vehicle on the amusement attraction, a carriage system for coupling the vehicle to the track assembly, and at least one adaptive braking system configured to adaptively control the velocity of the vehicle on the track assembly. In some embodiments, the at least one adaptive braking system is configured to engage at least one of the following: a passive element or an active element to reduce the velocity of the vehicle. In some embodiments, the at least one adaptive braking system is configured to enable speed reduction of the vehicle using either one or a combination of magnetic field interaction, aerodynamic drag, and friction.

RELATED APPLICATION

This application claims the benefit of priority under 35 U.S.C. §119(e)to Provisional. Application No. 62/067,927, filed on Oct. 23, 2014.

FIELD OF THE INVENTION

The present invention relates to amusement attractions. Moreparticularly, the present invention relates to an adaptive velocitycontrol safety system and method that permits riders to travel alongpathways of the amusement attraction without exceeding excessive orunsafe speeds.

BACKGROUND

Amusement rides including ropes courses, zip-lines, and suspended rollercoaster tracks and courses are a popular entertainment activity for bothchildren and adults. Part of the attraction of traversing many of thesecourses is the thrilling experience of speed and lateral force upon thebody as the riders travel along the attraction. The experience isoftentimes enhanced by the high elevation above the ground that a ridertravels over, and the elevation change the rider experiences during thecompletion of a course. Rigid track based systems especially can providea different and heightened experience then riding a traditional zipline. The varying steepness and curvilinear path can act to exciteoscillations of the suspended mass, the rider, and excessive speed onthis varying path can thereby excite excessive oscillation, creating apotential hazard. The total resistances to the vehicle motion, (e.g.,wind resistance, friction, etc.) can depend on velocity, and theterminal velocity of a heavy rider will be higher than that of a lightrider. This also means, all else being equal, a heavy rider is morelikely to reach hazardous velocities than a light rider.

Track systems require carefully planned path designs to create plannedrider paths with oscillations tracking along pre-determined paths forall rider weights. Moreover, the total elevation loss should becontrolled so that riders of all possible weights do not experience ahazard caused by excessive velocity.

Complex track designs are expensive to manufacture, requiring steel tubebent to a parametric or piecewise-smooth curve, and require greatexpertise to design. It is therefore desirable to use combinations ofstandard track shapes which can be readily parameterized for manufactureon common tooling and equipment. However, due to the mass differencesbetween potential riders, a vehicle having no adaptive speed control cancreate a hazard when carrying one or more heavy riders on conventionaltrack systems.

SUMMARY

Some embodiments of the invention include a braking safety system forcontrolling the velocity of a vehicle on an amusement attraction. Thebraking system comprises a track assembly including a plurality ofcontrol surfaces configured to support and guide the vehicle on theamusement attraction, a carriage system for coupling the vehicle to thetrack assembly, and at least one adaptive braking system configured toadaptively control the velocity of the vehicle on the track assembly.

In some embodiments, the at least one adaptive braking system isconfigured to engage at least one of the following: a passive element oran active element to reduce the velocity of the vehicle. In someembodiments, the at least one adaptive braking system comprises an eddycurrent braking system. In some embodiments, the eddy current brakingsystem includes at least one magnet mounted to the vehicle or anauxiliary fin on the vehicle, and/or at least one magnet coupled to thetrack assembly or an auxiliary fin on the carriage system. In someembodiments, the active element comprises an emergency brake system.

In some embodiments, the at least one adaptive braking system isconfigured to enable speed reduction of the vehicle using magnetic fieldinteraction. In some embodiments, the magnetic field interaction isproduced by at least one magnet mounted to a portion of the carriagesystem and configured to magnetically couple with at least one magnetlocated adjacent the track assembly.

In some embodiments, the at least one adaptive braking system producesaerodynamic drag. In some embodiments, the aerodynamic drag is createdusing a drag system comprising at least one of the following: a forcedair system propelling air, a variable flow restriction, one or moreparachutes, one or more sails, and one or more billowing clothes ordrapes. In some further embodiments, the aerodynamic drag is adjustableand adaptively deployable.

Some embodiments of the invention include at least one adaptive brakingsystem that is configured to reduce vehicle speed using friction. Insome embodiments, the friction is created using at least one of thefollowing: a rotary system, a centrifugal clutch, a disk brake, acantilever clamp, and a snubber bearing. In some embodiments, the rotarysystem includes at least one of the following: a wheel, a rotary vanepump, and a torque converter.

DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a plurality of views of an amusement attraction including aharnessed section and utilizing a continuous safety or belay systemaccording to one embodiment of the invention.

FIG. 2A illustrates a graph showing a representation of resistance forceas a function of velocity modeled for an eddy current braking systemaccording to one embodiments of the invention.

FIG. 2B illustrates a graph showing a representation of resistance forceas a function of velocity squared modeled for a braking system includingaerodynamic drag and other aerodynamic resistance devices according toone embodiments of the invention.

FIG. 2C illustrates a graph showing a representation of resistance forceas a function of velocity cubed.

FIG. 2D illustrates a graph showing a representation of resistance forceas a function of velocity to the fifth power.

FIG. 2E illustrates a graph showing a representation of resistance forceas a function of velocity loosely representative of an active controlsystem which activates a speed reduction system when a critical velocityis reached in accordance with one embodiment of the invention.

FIG. 2F illustrates a graph showing a step function multiplied bydependence on the square of velocity such as a clutch engaging anaerodynamic resistance system in accordance with at least one embodimentof the invention.

FIG. 3 illustrates a performance curve showing flow rate versus fanstatic pressure of a forward-curved-blade air handling unit showing thepower consumption increasing as flow resistance is reduced in accordancewith at least one embodiment of the invention.

FIG. 4A shows one representation of a flap closed requiring maximumforce to open the flap in accordance with at least one embodiment of theinvention.

FIG. 4B shows one representation of a flap open with the flap requiringminimal force to open further in accordance with at least one embodimentof the invention.

DETAILED DESCRIPTION

Before any embodiments of the invention are explained in detail, it isto be understood that the invention is not limited in its application tothe details of construction and the arrangement of components set forthin the following description or illustrated in the following drawings.The invention is capable of other embodiments and of being practiced orof being carried out in various ways. Also, it is to be understood thatthe phraseology and terminology used herein is for the purpose ofdescription and should not be regarded as limiting. The use of“including,” “comprising,” or “having” and variations thereof herein ismeant to encompass the items listed thereafter and equivalents thereofas well as additional items. Unless specified or limited otherwise, theterms “mounted,” “connected,” “supported” and “coupled” and variationsthereof are used broadly and encompass both direct and indirectmountings, connections, supports, and couplings. Further, “connected”and “coupled” are not restricted to physical or mechanical connectionsor couplings.

The detailed description of exemplary embodiments herein makes referenceto the accompanying drawings and pictures, which show the exemplaryembodiment by way of illustration and its best mode. While theseexemplary embodiments are described in sufficient detail to enable thoseskilled in the art to practice the invention, it should be understoodthat other embodiments may be realized and that logical and mechanicalchanges may be made without departing from the spirit and scope of theinvention. Thus, the detailed description herein is presented forpurposes of illustration only and not of limitation. For example, thesteps recited in any of the method or process descriptions may beexecuted in any order and are not limited to the order presented.Various modifications to the illustrated embodiments will be readilyapparent to those skilled in the art, and the generic principles hereincan be applied to other embodiments and applications without departingfrom embodiments of the invention. Thus, embodiments of the inventionare not intended to be limited to embodiments shown, but are to beaccorded the widest scope consistent with the principles and featuresdisclosed herein. The following detailed description is to be read withreference to the figures, in which like elements in different figureshave like reference numerals. The figures, which are not necessarily toscale, depict selected embodiments and are not intended to limit thescope of embodiments of the invention. Skilled artisans will recognizethe examples provided herein have many useful alternatives and fallwithin the scope of embodiments of the invention. Moreover, any of thefunctions or steps may be outsourced to or performed by one or morethird parties. Furthermore, any reference to singular includes pluralembodiments, and any reference to more than one component may include asingular embodiment.

FIG. 1 shows a plurality of views of an example of an amusementattraction 700 including a harnessed section 702 which allows a user toclimb, slide, or otherwise interact with a variety of differing featuresor activities of the amusement attraction 700. In the harnessed section702, users are coupled (e.g., via a rope and/or track coupling element)to the amusement attraction 700 for safety purposes. In addition tosuspended roller coasters or other vehicle types suitable for carryingriders, leaping paths, traversing paths, ziplines, and the like can beincorporated into any of a variety of designs for a desired amusementattraction. Further, in sonic systems, a continuous safety or belaysystem can allow users to traverse among multiple tracks and pathways atthe rider's discretion.

In some embodiments, the amusement attraction 700, or other variationsof the amusement attraction 700 can utilize an adaptive speed controlsystem. This system can create a similar speed profile for all riderweights, and can limit the maximum velocity for all riders regardless ofthe total elevation loss experienced as the rider traverses a tracksystem of the amusement attraction 700. The system can be inexpensive tomanufacture, and some embodiments can lower the overall system cost byreducing the design complexity and costs of the track system.

Some embodiments of the invention can include adaptive brake systemsthat can comprise a passive element on a vehicle and an active elementon the track. In some further embodiments, the adaptive brake systemscan comprise an active element on a vehicle and a passive element on atrack. Some other embodiments can include combination systems includingpassive and/or active elements on either or both of the vehicle and thetrack.

Some embodiments of the invention can include adaptive brake systemsthat can comprise a velocity control device that creates a forceopposite to the direction of motion which is proportional or adaptive insome manner to the velocity. Further, some embodiments of the inventioncan include adaptive brake systems that can comprise a velocity controldevice that is able to apply a resistance that can further adapt so thatthe range of terminal velocities is compressed.

In some embodiments, adaptive braking systems with the passive elementattached to the vehicle and an active element on track system cancomprise an active element that is attached to the track and/or ground.In some embodiments, the active element can comprise emergency brakessimilar to or the same as those used in roller coasters, emergencybrakes used in elevators, and emergency brakes used in high speedtrains. In the case of some roller coasters, for example, the passiveelement can comprise an aluminum fin located on the tracks, and one ormore eddy current brake devices located at a fixed position, held out ofengagement by solenoids. In some embodiments, these brakes systems canbe engaged in an emergency or a power failure.

FIGS. 2A-2F include graphical data (with scales of force and velocitythat are merely illustrative) that depict examples of how the range ofterminal velocities is affected by the effect of different adaptiveresponses. For example, FIG. 2A is a graph showing a representation ofresistance force as a function of velocity for an eddy current brakingsystem according to one embodiment of the invention. As shown, theresistance force is linearly dependent on velocity, and the range ofterminal velocity is five, in some embodiments of the invention, eddycurrent brake devices create force of this profile. For example, eddycurrent brakes are all directly proportional to velocity, and there canbe a wide range of terminal velocities. In some embodiments, eddycurrent braking systems can include a direct and/or linear system ofbraking. For example, in some embodiments, the braking system caninclude magnets on one or more bogies. For example, in some embodiments,the eddy current braking systems can comprise magnets on front and/orrear bogies engaging a track assembly. In some embodiments, braking canbe accomplished using an iron flat bar as a fin. In some otherembodiments, braking can be accomplished using one or more magnets onthe bogie using an auxiliary fin. For example, in some embodiments, theeddy current braking systems can comprise magnets on an auxiliary fin onfront and/or rear bogies engaging a track assembly.

In some further embodiments, the eddy current braking systems cancomprise one or more permanent magnets coupled to the track system, andan auxiliary fin on a bogie. For example, in some embodiments, the eddycurrent braking systems can comprise one or more permanent magnetscoupled to the track system, and at least one auxiliary fin on frontand/or rear bogies engaging the track system. In some other embodiments,the eddy current braking systems can comprise one or more electromagnetscoupled to the track system, and at least one fin on a front and/or rearbogies engaging the track assembly.

In some further embodiments, the braking system can comprise at leastone magnetic element configured to magnetically resist motion of thevehicle system on the track. For example, some embodiments can include aroad wheel friction-coupled and/or rotary braking system using one ormore magnetic resistance elements similar to that provided inconventional exercise equipment. Some embodiments, for example, caninclude a rotating disk and stationary magnets. For example, in someembodiments, motion of the rotating disk past one or more stationarymagnets can induce a motion resisting force. In some furtherembodiments, the braking system can comprise one or more rotatingmagnets resistively coupled to a stationary disk.

FIG. 2B illustrates a graph showing a representation of resistance forceas a function of velocity squared with a range of terminal velocity of3.5 for a braking system including aerodynamic drag and otheraerodynamic resistance devices according to some embodiments of theinvention. For example, some adaptive braking systems can produce air orpneumatic drag that is proportional to the square of velocity. In someembodiments, these systems can comprise direct and/or linear actingsystems including one or more parachutes, or one or more sails coupledto at least a portion of one or more vehicles coupled to a track system.In some embodiments, one or more parachutes or one or more sails can bepartially or fully deployed. For example, in some embodiments, theadaptive braking system can deploy one or more parachutes, but not allavailable deployable parachutes. In some other embodiments, the adaptivebraking system can selectively deploy one or more sails. In some furtherembodiments, the adaptive braking systems can comprise a combination ofparachutes and sails, any one of which can be fully or partiallydeployed. In some embodiments, the adaptive braking systems can comprisea combination of parachutes and sails, any one of which can be fully orpartially retracted and redeployed. In some further embodiments, theadaptive braking systems can comprise billowy clothing or other drapery.For example, in some embodiments, one or more riders or vehicles caninclude billowy clothing or other drapery that can be selectivelydeployed and/or retracted. In some other embodiments, the adaptivebraking system can comprise a friction coupled road wheel and/or arotary system including a fan-type air resistance unit (e.g., like arowing machine). In some other embodiments, a pneumatic positivedisplacement pump and resistance system can be used to provide theadaptive braking.

Other examples where the braking drag is a function of the square of thevelocity include fluid based systems such as liquid based brakingsystems. For example, some embodiments can comprise a friction coupledroad wheel. Some other embodiments of the adaptive braking systemcomprise a rotary system including a rotary vane pump and/or a torqueconverter and/or a gear pump.

FIG. 2C illustrates a graph showing a representation of resistance forceas a function of velocity cubed, where the range of terminal velocitiesis 2.7, and FIG. 2D illustrates a graph showing a representation ofresistance force as a function of velocity to the fifth power, where therange of terminal velocities is 1.75. No single passive braking systemcreates these force profiles, and but are presented for informationalpurposes showing the profiles that can be generated by adaptive brakingsystems using a combination of the braking systems disclosed herein.

FIG. 2E illustrates a graph showing a representation of resistance forceas a function of velocity loosely representative of an active controlsystem which activates a speed reduction system when a critical velocityis reached in accordance with one embodiment of the invention. Thisembodiment includes a step function (i.e. “On/Off” control). In thisexample, all terminal velocities are identical, and FIG. 2E is generallyrepresentative of an active control system which activates a speedreduction system when a critical velocity is reached. It is alsoschematically representative of a centrifugal or other suitable clutchengaging a brake.

FIG. 2F is a graph showing a step function multiplied by dependence onthe square of velocity in accordance with at least one embodiment of theinvention. In some embodiments, the step function multiplied by thedependence on the square of the velocity can be achieved by a clutchengaging an aerodynamic resistance system.

In some embodiments, clutch systems can be used in friction-basedbraking systems. Friction can be modeled as normal force X frictionfactor (constant). Some embodiments include a braking system comprisinga friction coupled road wheel and/or rotary system comprising acentrifugal clutch with a rigid mount coupling. Other embodiments caninclude a disk brake on road wheel, or a cantilever clamp (similar tothe cantilever clamp used on a conventional bike wheel). In someembodiments, the braking system can comprise a direct and/or linearbraking system including at least one snubber on a bogie bearing againsta track system. For example, in some embodiments, at least one bogie(e.g., including at least one front and/or rear bogie) can comprise asnubber bearing against at least a portion of the track system.

Some embodiments of the adaptive control braking system can comprise atleast one active forced air assembly. For example in some embodiments,at least one forced air assembly can be coupled to a vehicle to provideadaptive speed control. FIG. 3 illustrates a performance curve showingflow rate versus fan static pressure of a forward-curved-blade airhandling unit showing the power consumption increasing as flowresistance is reduced in accordance with at least one embodiment of theinvention. The tendency of reducing flow resistance causing greaterpower consumption forms the basis for creating some embodiments of theadaptive system. The inherent tendency for increasing rotational speedto also increase power consumption displays the second order behaviorshown previously, in which the resistance is proportional to the squareof velocity. In some embodiments of the braking system, if a variableflow restriction operates such that the restriction is closed until acritical speed, and then opens in some manner proportional to furthervelocity increases, the system response can comprise a combination ofmultiplication of the 2nd order aerodynamic resistance, the stepfunction (the preloaded opening velocity) and the functionalrepresentation of the reduction of flow restriction with velocity (whichwill be linear or better). Some embodiments of the adaptive brakingsystem can operate using this principle to provide an adaptive speedcontrol of a vehicle within a track system.

In some embodiments, the aforementioned variable flow restriction caninclude at least one flap valve. FIG. 4A shows one representation of aflap closed requiring maximum force to open the flap in accordance withat least one embodiment of the invention. In some embodiments, the flapvalve can be coupled by a four bar linkage to a torsion spring that canbe arranged to provide maximum mechanical advantage to the spring at thebeginning of the closed position, and maximum mechanical advantage tothe flap at the open position. In some embodiments, the linkage can beeasily tuned. In some further embodiments, the flap valve can use pinnedconnections throughout, and in some embodiments, one or more of thepinned connections can improved reliability. FIG. 4B shows onerepresentation of a flap open with the flap requiring minimal force toopen further in accordance with at least one embodiment of theinvention. In some embodiments, the ease with which the flap is openedcan be enhanced using a torsion spring. In some embodiments, a torsionspring with a low spring constant can be used, and the torsion springcan be maximally preloaded.

The previous description of the disclosed examples is provided to enableany person of ordinary skill in the art to make or use the disclosedmethods and apparatus. Various modifications to these examples will bereadily apparent to those skilled in the art, and the principles definedherein may be applied to other examples without departing from thespirit or scope of the disclosed method and apparatus. The describedembodiments are to be considered in all respects only as illustrativeand not restrictive and the scope of the invention is, therefore,indicated by the appended claims rather than by the foregoingdescription. All changes which come within the meaning and range ofequivalency of the claims are to be embraced within their scope. Skilledartisans may implement the described functionality in varying ways foreach particular application, but such implementation decisions shouldnot be interpreted as causing a departure from the scope of thedisclosed apparatus and methods. The steps of the method or algorithmmay also be performed in an alternate order from those provided in theexamples.

1. A braking safety system for controlling the velocity of a vehicle onan amusement attraction comprising; a track assembly including aplurality of control surfaces configured to support and guide thevehicle on the amusement attraction; a carriage system for coupling thevehicle to the track assembly; and at least one adaptive braking systemconfigured to adaptively control the velocity of the vehicle on thetrack assembly.
 2. The braking safety system of claim 1, wherein the atleast one adaptive braking system is configured to engage at least oneof the following: a passive element or an active element to reduce thevelocity of the vehicle.
 3. The braking safety system of claim 1, the atleast one adaptive braking system comprises a velocity control devicethat creates a force opposite to the direction of motion which isproportional or adaptive to the velocity of the vehicle.
 4. The brakingsafety system of claim 3, the at least one adaptive braking systemcomprises an eddy current braking system.
 5. The braking safety systemof claim 4, wherein the eddy current braking system includes at leastone magnet mounted to the vehicle or an auxiliary fin on the vehicle,and/or at least one magnet coupled to the track assembly or an auxiliaryfin on the carriage system.
 6. The braking system of claim 2, whereinthe active element comprises an emergency brake system.
 7. The brakingsafety system of claim 2, wherein the passive element or the activeelement is on either or both of the vehicle and the track assembly. 8.The braking safety system of claim 1, wherein the at least one adaptivebraking system is configured to enable speed reduction of the vehicleusing magnetic field interaction.
 9. The braking safety system of claim8, wherein the magnetic field interaction is produced by at least onemagnet mounted to a portion of the carriage system and configured tomagnetically couple with at least one magnet located adjacent the trackassembly.
 10. The braking safety system of claim 8, wherein the at leastone adaptive braking system comprises a road wheel friction-coupledand/or rotary braking system using one or more magnetic resistanceelements.
 11. The braking safety system of claim 8, wherein the at leastone adaptive braking system comprises a rotating disk and one or morestationary magnets wherein the motion of the rotating disk passing theone or more stationary magnets induces a motion resisting force.
 12. Thebraking safety system of claim 8, wherein the at least one adaptivebraking system comprises one or more rotating magnets resistivelycoupled to a stationary disk.
 13. The braking safety system of claim 1,wherein the at least one adaptive braking system produces aerodynamicdrag.
 14. The braking safety system of claim 13, wherein the aerodynamicdrag is created using a drag system comprising at least one of thefollowing: a forced air system propelling air, a variable flowrestriction, one or more parachutes, one or more sails, and one or morebillowing clothes or drapes.
 15. The braking safety system of claim 14,wherein the aerodynamic drag is adjustable and adaptively deployable.16. The braking safety system of claim 14, wherein the variable flowrestriction comprises a flap valve coupled by a linkage to a torsionspring.
 17. The braking safety system of claim 1, wherein the at leastone adaptive braking system is configured to reduce vehicle speed usingfriction.
 18. The braking safety system of claim 17, wherein thefriction is created using at least one of the following: a rotarysystem, a centrifugal clutch, a disk brake, a cantilever clamp, and asnubber bearing.
 19. The braking safety system of claim 18, wherein therotary system includes at least one of the following: a wheel, a rotaryvane pump, and a torque converter.